Adaptive mechanical transmission for electric vehicles

Abstract

In order to solve the problems that the battery, electric control system and drive motor of the prior art electric motor vehicle must have a large discharge capacity or a large power, which increases the manufacturing cost and difficulty of the whole vehicle, the present invention proposes an electric motor vehicle adaptive mechanical transmission, including an active component, a driven component, an output shaft component and a controller; the active component includes a drive motor, a driving shaft, a driving gear I, a driving gear II and a one-way bearing I; the driven component includes a driven shaft, a driven gear and a planetary gear set; the output shaft component includes an output shaft and a disc; the controller can monitor the speed of the output shaft in real time, and control the drive motor to stop and rotate in the opposite direction when the output shaft speed reaches a set value. The beneficial technical effect of the present invention is that it can automatically adjust to a high speed gear or a low speed gear according to the driving speed of the electric motor vehicle, which significantly reduces the requirements for the battery, the electric control system and the drive motor.

Description

Technical Field

[0001] The present invention relates to an adaptive speed change technology for electric motor vehicles, and in particular to an adaptive mechanical speed changer for electric motor vehicles. Background Art

[0002] Prior art Electric vehicles usually use voltage and current control to adjust speed and load capacity, that is, when slow driving is required, the system provides lower voltage and current, so that the vehicle travels at a slower speed; conversely, the system provides higher voltage and current to meet the requirements of fast driving of the vehicle. Therefore, the acceleration process of an electric vehicle is actually a process in which the voltage and current gradually increase; the deceleration process is a process in which the voltage and current gradually decrease. However, when an electric vehicle needs to carry a large load or needs to climb a steep slope, it needs to travel at a low speed and high power. At this time, although the voltage provided by the system is not high, it needs to provide a higher current. When an electric vehicle is traveling on flat ground or downhill, it may require a higher voltage and a lower current. In fact, electric vehicles use voltage and current control to realize the functions of a manual transmission (usually with 5 forward gears and 1 reverse gear) or an automatic transmission of a fuel vehicle. Since the torque transmission of electric vehicles is fixed, that is, there is no torque change in the torque transmission of electric vehicles, all load changes are achieved by the output of the motor. When a motor vehicle starts or goes uphill, low speed and high load are required. For the drive motor, the load can only be increased by increasing the current. At this time, the speed of the drive motor is very low, and high current operation can easily burn the drive motor. On the contrary, when the motor vehicle is driving at high speed, the drive motor needs to operate at a higher speed, which significantly increases the requirements for high speed balance of the drive motor. In fact, for the drive motor, high current and high speed operation are both very unfavorable, and higher requirements are placed on the design and manufacture of the drive motor. It can be seen that the battery, electrical control system and drive motor of the electric motor vehicle in the prior art need to withstand a wider overload capacity, and the maximum load that may occur needs to be used as the design basis, so that the battery, electrical control system and drive motor must have a larger discharge capacity or a larger power. On the one hand, the manufacturing cost of the whole vehicle is increased, and on the other hand, the manufacturing difficulty of the whole vehicle is increased.

[0003] Obviously, the existing electric vehicles use voltage and current control to achieve the adjustment of speed and load capacity. There are problems such as the battery, electrical control system and drive motor must have a large discharge capacity or a large power, which increases the manufacturing cost and difficulty of the whole vehicle. Summary of the invention

[0004] In order to solve the problem that the existing electric motor vehicle adopts voltage and current control to achieve the adjustment of speed and load capacity, the battery, electrical control system and drive motor must have a large discharge capacity or a large power, which increases the manufacturing cost and difficulty of the whole vehicle. The present invention proposes an adaptive mechanical transmission for an electric motor vehicle.

[0005] The electric motor vehicle adaptive mechanical transmission of the present invention comprises a driving component, a driven component, an output shaft component and a controller; the driving component comprises a driving motor, a driving shaft, a driving gear I, a driving gear II and a one-way bearing I; the driving shaft is connected to the output shaft of the driving motor, and the driving gear I and the driving gear II are installed on the driving shaft in parallel, wherein the driving gear I is directly fixedly installed on the driving shaft, and the driving gear II is fixedly installed on the driving shaft through the one-way bearing I; the driven component comprises a driven shaft, a driven gear and a planetary gear set; the driven shaft comprises a lower shaft, an upper shaft and a one-way bearing II, the lower shaft is directly fixedly installed in the inner ring of the one-way bearing II, one end of the upper shaft is provided with a circular inner hollow step whose inner diameter matches the outer diameter of the outer ring of the one-way bearing II, and the outer ring of the one-way bearing II is fixedly set in the circular inner hollow step, so that the lower shaft and the upper shaft are connected into a whole shaft and the lower shaft, the upper shaft and the one-way bearing II are ensured. The axes are on the same straight line; the driven gear is fixed on the lower shaft and meshes with the driving gear I; the planetary gear set includes a sun gear, a planetary gear, a planetary carrier and a gear ring, the sun gear is fixedly mounted on the upper shaft, the planetary gear is fixedly mounted on the fixed planetary carrier and meshes with the outer side of the sun gear, the inner and outer circumferences of the gear ring are provided with teeth and are sleeved on the outer side of the planetary gear, its inner teeth mesh with the planetary gear, and the outer teeth mesh with the driving gear II; the output shaft assembly includes an output shaft and a disc, the output shaft is fixedly mounted at the center of the disc, the disc is fixedly mounted on the outer end of the gear ring by bolts and ensures that the output shaft is coaxial with the driven shaft; the controller can monitor the speed of the output shaft in real time, and control the drive motor to stop and rotate in the opposite direction when the output shaft speed reaches the set value; the one-way bearing I and the one-way bearing II are both bearings that can rotate freely when the inner ring rotates clockwise relative to the outer ring, and the inner and outer rings are locked with each other and transmit torque when rotating counterclockwise.

[0006] Furthermore, the diameter ratio of the driving gear I to the driven gear of the adaptive mechanical transmission of the electric vehicle of the present invention is 1:1 to 1:10.

[0007] Furthermore, the diameter ratio of the driving gear II to the outer circle of the gear ring of the electric vehicle adaptive mechanical transmission of the present invention is 1:1 to 1:10.

[0008] Furthermore, the diameter ratio of the planetary gear to the inner circle of the gear ring of the electric vehicle adaptive mechanical transmission of the present invention is 1:1 to 1:10.

[0009] The beneficial technical effect of the adaptive mechanical transmission of the electric motor vehicle of the present invention is that it can automatically adjust to a high gear or a low gear according to the driving speed of the electric motor vehicle, so that the drive motor can drive a larger load through the ratio of the speed and torque of the low gear under the condition of lower output power; at the same time, when the drive motor runs at a lower speed, the speed and torque ratio of the high gear can be used to drive faster. The requirements for the capacity or power of the battery, the electric control system and the drive motor are significantly reduced, and the manufacturing cost and difficulty of the whole vehicle are effectively reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Attached Figure 1 is a schematic structural diagram of an adaptive mechanical transmission for an electric vehicle of the present invention;

[0011] Attached Figure 2 is a schematic diagram of the structure of the adaptive mechanical transmission of an electric vehicle of the present invention from another perspective;

[0012] Attached Figure 3 It is a schematic structural diagram of a driven shaft of an adaptive mechanical transmission of an electric vehicle according to the present invention.

[0013] The adaptive mechanical transmission of the electric vehicle of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. DETAILED DESCRIPTION

[0014] Attached Figure 1 is a schematic diagram of the structure of the adaptive mechanical transmission of an electric vehicle according to the present invention, Figure 2 is a schematic diagram of the adaptive mechanical transmission structure of an electric vehicle according to the present invention from another perspective, Figure 3It is a schematic diagram of the structure of the driven shaft of the adaptive mechanical transmission of an electric motor vehicle of the present invention. In the figure, 1 is a driving motor, 2 is a driving gear I, 3 is a driving shaft, 4 is a driving gear II, 5 is a one-way bearing I, 6 is a driven shaft, 6-1 is a lower shaft, 6-2 is an upper shaft, 6-3 is a one-way bearing II, 7 is a driven gear, 8 is a ring gear, 9 is a sun gear, 10 is a planetary gear, 11 is a disc, 12 is an output shaft, and 13 is a planet carrier. As can be seen from the figure, the adaptive mechanical transmission of an electric motor vehicle of the present invention includes a driving component, a driven component, an output shaft component and a controller; the driving component includes a driving motor 1, a driving shaft 3, a driving gear I2, a driving gear II4 and a one-way bearing I5; the driving shaft 3 is connected to the output shaft of the driving motor 1, and the driving gear I2 and the driving gear II4 are installed in parallel on the driving shaft 3, wherein the driving gear I2 is directly fixedly installed on the driving shaft 3, and the driving gear II4 is fixedly installed on the driving shaft 3 through the one-way bearing I5; the driven component includes The driven shaft 6, the driven gear 7 and the planetary gear set are included; the driven shaft 6 includes a lower shaft 6-1, an upper shaft 6-3 and a one-way bearing II 6-2, the lower shaft 6-1 is directly fixedly installed in the inner ring of the one-way bearing II 6-2, one end of the upper shaft 6-3 is provided with a circular inner hollow step whose inner diameter matches the outer diameter of the outer ring of the one-way bearing II 6-2, and the outer ring of the one-way bearing II 6-2 is fixedly sleeved in the circular inner hollow step, so that the lower shaft 6-1 and the upper shaft 6-3 are connected into a whole shaft and ensure that the lower shaft 6-1, the upper shaft 6-3 and the one-way bearing II 6-2 are connected to each other. The axes of bearing II 6-2 are in the same straight line; the driven gear 7 is fixed on the lower shaft 6-1 and meshes with the driving gear I2; the planetary gear set includes a sun gear 9, a planetary gear 10, a planetary carrier 13 and a ring gear 8, the sun gear 9 is fixedly mounted on the upper shaft 6-1, the planetary gear 10 is fixedly mounted on the fixed planetary carrier 13 and meshes with the outside of the sun gear 9, the ring gear 8 is provided with teeth on the inner and outer circumferences and is sleeved on the outside of the planetary gear 10, the inner teeth of the ring gear 8 mesh with the planetary gear 10, and the outer teeth of the ring gear 8 mesh with the driving gear II4; the output shaft set The components include an output shaft 12 and a disc 11. The output shaft 12 is fixedly installed at the center of the disc 11. The disc 11 is fixedly installed at the outer end of the ring gear 8 by bolts to ensure that the output shaft 12 is coaxial with the driven shaft 6. The controller can monitor the speed of the output shaft 12 in real time, and control the drive motor 1 to stop and rotate in the opposite direction when the speed of the output shaft 12 reaches a set value. The one-way bearing I3 and the one-way bearing II4 are both bearings that can rotate freely when the inner ring rotates clockwise relative to the outer ring, and the inner and outer rings are locked with each other and transmit torque when rotating counterclockwise.

[0015] When the driving motor rotates clockwise, the driving shaft drives the inner ring of the one-way bearing I to rotate clockwise. According to the characteristics of the one-way bearing I, the inner ring of the one-way bearing I can rotate freely clockwise without driving the driving gear II fixedly mounted on the outer ring of the one-way bearing I to operate, that is, the driving shaft can rotate freely relative to the driving gear II. At the same time, the driving shaft drives the driving gear I to rotate clockwise, and the driving gear I drives the driven gear to rotate counterclockwise, that is, the lower shaft of the driven shaft drives the inner ring of the one-way bearing II to rotate counterclockwise. According to the characteristics of the one-way bearing II, the inner and outer rings of the one-way bearing II will be locked and transmit torque, and the inner ring of the one-way bearing II will drive the outer ring of the one-way bearing II to rotate counterclockwise and transmit torque, that is, the lower shaft of the driven shaft drives the upper shaft to rotate counterclockwise and transmit torque, so that the sun gear and the driven gear rotate counterclockwise together and transmit torque. The sun gear drives the planetary gear to rotate clockwise, the planetary gear drives the ring gear to rotate clockwise, and the output shaft fixedly mounted on the outer end of the ring gear will also rotate clockwise. Thus, the speed and torque of the driving motor are transmitted to the output shaft after the secondary speed and torque ratio. Since the transmission of the clockwise operation of the motor is through the secondary speed and torque ratio, the speed is lower and the torque is larger, so it is regarded as a low speed gear. It should be noted that since the outer teeth of the ring gear are meshed with the driving gear II, the clockwise rotation of the ring gear driven by the planetary gear will also drive the driving gear II to rotate counterclockwise, and the counterclockwise rotation of the driving gear II is the counterclockwise rotation of the outer ring of the one-way bearing I, and the counterclockwise rotation of the outer ring of the one-way bearing I is equivalent to the clockwise rotation of the inner ring of the one-way bearing I. According to the characteristics of the one-way bearing I, the clockwise rotation of the inner ring is completely free and will not affect the operation of other components. In addition, the speed and torque ratio of the first-stage speed change can be determined by selecting the diameter of the driving gear I and the driven gear; the speed and torque ratio of the second-stage speed change can be determined by selecting the diameter of the sun gear and the inner circle of the gear ring. After the second-stage speed and torque ratio, the requirements of low speed, low speed and high load can be fully met. Obviously, it is feasible to select the diameter ratio of the driving gear I and the driven gear, or the diameter ratio of the planetary gear and the inner circle of the gear ring within the range of 1:1 to 1:10, and the purpose is to use a smaller power drive motor to achieve a larger torque output.

[0016] When the driving motor rotates counterclockwise, the driving shaft drives the driving gear I to rotate counterclockwise, and the driving gear I drives the driven gear to rotate clockwise, thereby driving the lower section of the driven shaft to rotate clockwise, that is, driving the inner ring of the one-way bearing II to rotate clockwise. According to the characteristics of the one-way bearing II, the inner ring of the one-way bearing II can rotate freely without driving the planetary gear to do any operation. At the same time, the driving shaft drives the inner ring of the one-way bearing I to rotate counterclockwise. According to the characteristics of the one-way bearing I, the inner ring and outer ring of the one-way bearing I will be locked and transmit torque. The inner ring and outer ring of the one-way bearing I will rotate counterclockwise synchronously and drive the driving gear II to rotate counterclockwise. The driving gear II drives the gear ring to rotate clockwise through the outer teeth of the gear ring, and the output shaft fixedly installed on the outer end of the gear ring will also rotate clockwise. Thus, the speed and torque of the driving motor are transmitted to the output shaft through a set of speed and torque ratios. Since the transmission of the counterclockwise operation of the motor only passes through the speed and torque ratio once, the speed is high and the torque is moderate, so it is regarded as a high speed gear. It should be noted that, since the inner teeth of the gear ring mesh with the planetary gear, the clockwise rotation of the gear ring driven by the driving gear II will simultaneously drive the planetary gear to rotate clockwise, the planetary gear drives the sun gear to rotate counterclockwise, and the sun gear drives the outer ring of the one-way bearing II to rotate counterclockwise. The counterclockwise rotation of the outer ring of the one-way bearing II is equivalent to the clockwise rotation of the inner ring of the one-way bearing II. According to the characteristics of the one-way bearing II, the clockwise rotation of the inner ring is completely free and will not affect the operation of other components. In addition, the speed and torque ratio can be determined by selecting the diameter of the driving gear I and the gear ring. After the speed and torque ratio, the requirements of high speed and moderate torque in high-speed gear can be fully met. Obviously, it is feasible to select the diameter ratio of the driving gear II to the outer circle of the gear ring within the range of 1:1 to 1:10, and the purpose is to use a drive motor with a lower speed to achieve a higher speed operation.

[0017] Of course, since the ring gear is both the output of the low-speed gear and the output of the high-speed gear, and the inner and outer teeth are meshed with the planetary gear and the driving gear II respectively, the diameter of the ring gear affects the diameter ratio of the driving gear II to the outer circle of the ring gear and the diameter ratio of the planetary gear to the inner circle of the ring gear. Therefore, when selecting, it is necessary to comprehensively consider the mutual influence between the two ratios and the impact on the performance of the entire transmission.

[0018] The transformation of the high and low speed gears of the adaptive mechanical transmission of the electric motor vehicle of the present invention is essentially still the transformation of gear pairing and mechanism pairing, and therefore, it still belongs to mechanical speed change, and still has the characteristics of mechanical speed change that can change the speed and torque at the same time. At the same time, since the transformation of the high and low speed gears of the adaptive mechanical transmission of the electric motor vehicle of the present invention is actually the transformation of the forward and reverse rotation of the drive motor, the transformation of the high and low speed gears can be completely realized by circuit control. The controller of the adaptive transmission of the electric motor vehicle of the present invention can monitor the speed of the output shaft in real time, and control the drive motor to stop and rotate in the opposite direction when the speed of the output shaft reaches the set value. When the motor vehicle starts or travels from low speed to high speed, the controller controls the drive motor to rotate clockwise, and it is in low speed gear at this time, that is, the speed is low and the torque is large, so that the motor vehicle can start or accelerate smoothly, and the drive motor does not need to output a large power, that is, the drive motor does not need to have a large rated power. As the speed of the motor vehicle increases, the controller will detect that the output shaft speed has increased to the set value, the controller will turn off the power of the drive motor, and control the drive motor to rotate counterclockwise after the set time. At this time, it will be in high gear, that is, the speed is high and the torque is moderate, so that the motor vehicle can travel at a faster speed, and the drive motor does not need to run at a faster speed, that is, the drive motor does not need to have a high rated speed. When the motor vehicle needs to reduce speed or is on an uphill slope during high-speed driving, the speed of the motor vehicle will gradually decrease, the controller will detect that the output shaft speed has decreased to the set value, the controller will turn off the power of the drive motor, and control the drive motor to rotate clockwise after the set time. At this time, it will be in low gear, that is, the speed is low and the torque is large, which will be beneficial for the motor vehicle to slow down or climb.

[0019] Obviously, the adaptive mechanical transmission of the electric motor vehicle of the present invention can automatically adjust to a high gear or a low gear according to the driving speed of the electric motor vehicle, so that the drive motor can drive a larger load at a lower output power through the speed and torque ratio of the low gear; at the same time, when the drive motor runs at a lower speed, the speed and torque ratio of the high gear can enable the motor vehicle to travel quickly. Therefore, it is called an adaptive mechanical transmission. The adaptive mechanical transmission of the electric motor vehicle of the present invention significantly reduces the requirements on the capacity or power of the battery, the electric control system and the drive motor, or effectively expands the scope of application of the battery, the electric control system and the drive motor, and effectively reduces the manufacturing cost and difficulty of the whole vehicle.

Claims

1. An adaptive mechanical transmission for an electric vehicle, characterized in that: The transmission comprises a driving component, a driven component, an output shaft component and a controller; the driving component comprises a driving motor, a driving shaft, a driving gear I, a driving gear II and a one-way bearing I; the driving shaft is connected to the output shaft of the driving motor, and the driving gear I and the driving gear II are installed in parallel on the driving shaft, wherein the driving gear I is directly fixedly installed on the driving shaft, and the driving gear II is fixedly installed on the driving shaft through the one-way bearing I; the driven component comprises a driven shaft, a driven gear and a planetary gear set; the driven shaft comprises a lower shaft, an upper shaft and a one-way bearing II, the lower shaft is directly fixedly installed in the inner ring of the one-way bearing II, one end of the upper shaft is provided with a circular inner hollow step whose inner diameter matches the outer diameter of the outer ring of the one-way bearing II, and the outer ring of the one-way bearing II is fixedly set in the circular inner hollow step, so that the lower shaft and the upper shaft are connected into a whole shaft and the axes of the lower shaft, the upper shaft and the one-way bearing II are ensured to be in the same straight line The driven gear is fixed on the lower shaft and meshes with the driving gear I; the planetary gear set includes a sun gear, a planetary gear, a planetary carrier and a gear ring, the sun gear is fixedly mounted on the upper shaft, the planetary gear is fixedly mounted on the fixed planetary carrier and meshes with the outer side of the sun gear, the inner and outer circumferences of the gear ring are provided with teeth and are sleeved on the outer side of the planetary gear, the inner teeth of the gear ring mesh with the planetary gear, and the outer teeth mesh with the driving gear II; the output shaft assembly includes an output shaft and a disc, the output shaft is fixedly mounted at the center of the disc, the disc is fixedly mounted on the outer end of the gear ring by bolts and ensures that the output shaft is coaxial with the driven shaft; the controller can monitor the speed of the output shaft in real time, and control the drive motor to stop and rotate in the opposite direction when the speed of the output shaft reaches the set value; the one-way bearing I and the one-way bearing II are both bearings that can rotate freely when the inner ring rotates clockwise relative to the outer ring, and the inner and outer rings are locked with each other and transmit torque when rotating counterclockwise.

2. The adaptive mechanical transmission for electric vehicles according to claim 1, characterized in that: The diameter ratio of the driving gear I to the driven gear is 1:1 to 1:

10.

3. The adaptive mechanical transmission for electric vehicles according to claim 1, characterized in that: The diameter ratio of the driving gear II to the outer circle of the gear ring is 1:1 to 1:

10.

4. The adaptive mechanical transmission for electric vehicles according to claim 1, characterized in that: The diameter ratio of the planetary gear to the inner circle of the ring gear is 1:1 to 1:10.

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